CN102265024B - A fluid accumulator arrangement for an internal combustion engine - Google Patents
A fluid accumulator arrangement for an internal combustion engine Download PDFInfo
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- CN102265024B CN102265024B CN200980151973.2A CN200980151973A CN102265024B CN 102265024 B CN102265024 B CN 102265024B CN 200980151973 A CN200980151973 A CN 200980151973A CN 102265024 B CN102265024 B CN 102265024B
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- 239000012530 fluid Substances 0.000 title claims abstract description 30
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 14
- 238000003860 storage Methods 0.000 claims abstract description 114
- 239000000446 fuel Substances 0.000 claims description 125
- 238000002955 isolation Methods 0.000 claims description 10
- 230000004044 response Effects 0.000 claims description 8
- 238000011217 control strategy Methods 0.000 abstract description 31
- 230000006835 compression Effects 0.000 abstract 1
- 238000007906 compression Methods 0.000 abstract 1
- 238000002347 injection Methods 0.000 description 20
- 239000007924 injection Substances 0.000 description 20
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 10
- 230000008859 change Effects 0.000 description 6
- 238000012546 transfer Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 238000013461 design Methods 0.000 description 5
- 238000007726 management method Methods 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 5
- 238000005259 measurement Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 239000002283 diesel fuel Substances 0.000 description 2
- 239000002360 explosive Substances 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000036651 mood Effects 0.000 description 1
- 238000013486 operation strategy Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000037452 priming Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/0275—Arrangement of common rails
- F02M63/0285—Arrangement of common rails having more than one common rail
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7758—Pilot or servo controlled
- Y10T137/7761—Electrically actuated valve
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
A fluid accumulator arrangement suitable for use with a compression ignition internal- combustion engine comprising a first storage volume, a second storage volume, and valve means fluidly connected between the first storage volume and the second storage volume. In one embodiment, the valve means is a three-way control valve wherein, in a first position, the first storage volume communicates with the second storage volume, in a second position the first storage volume is isolated from the second storage volume and, in a third position, one of the first or second storage volumes communicates with a low pressure drain. The arrangement may also include control means to operate the valve means in accordance with predetermined control strategies.
Description
Technical field
The present invention relates to a kind of accumulator equipment for high-pressure liquid.More specifically, although be not exclusively, the present invention relates to a kind of for store the accumulator equipment of fuel under high pressure in the fuel injection system of compression-ignition, internal combustion engine.
Background technique
In compression-ignition, internal combustion engine or affiliated field, more commonly " diesel oil " motor of appellation is the propulsion system for many highways and cross-country application, and described application examples is if any small-sized or large-scale family car, goods stock, electrical production and marine propuision system.
As shown in Figure 1, typical diesel engine system 2 comprises cluster engine 4 and fuel delivery system 6, and described fuel delivery system 6 is the some cylinder (not shown) to described cluster engine 4 for delivery of fuel.Fuel delivery system 6 comprises that 8, one fuel injectors 8 of fuel injector of multiple electronic operations are associated with the each corresponding cylinder of cluster engine 4.Should be understood that, the diesel engine system 2 shown in Fig. 1 is for current object is simplified.
Fuel under high pressure from the fuel under high pressure accumulator volume 10 that is more commonly called as " rail altogether " is provided to described fuel injector 8.Rail 10 is forms of metal body altogether, and described rail 10 is altogether defined for the internal capacity that receives and hold pressurized fuel.Petrolift 12 is drawn low-pressure fuel from fuel container 14, and supply fuel under high pressure is to being total to rail 10.
The volume that is delivered to the fuel of motor by sparger 8 is controlled by engine control system 16.Engine control system 16 is inputted data link 18 by sensor and is received the real time data relevant to many vehicle parameters-for example engine speed, engine temperature and throttle control position, thereby and the proper volume of calculating the fuel of the cylinder that is delivered to motor in response to this sensor input realize the operational situation of expectation.
The function of the volume of the fuel of being carried by sparger 8 time durations that normally fuel pressure and sparger " are opened ".Therefore, accurately the pressure of the fuel of control store in common rail 10 is important to combustion process is maintained to optimum level.
Have some Considerations, these Considerations have retrained the design for the common rail of any given application.For example, the load changing on motor in some engine application.In order to maintain best combustion this load variations in the situation that, expect that the fuel pressure in common rail significantly and is promptly increased when engine loading increases.In this case, more expect that the internal capacity of rail remains relatively little altogether.On the other hand, expect that fuel pressure in rail is altogether filled in event to sparger reactionless, and larger volume is more suitable for this object.But, in practice, each shortcoming that is attended by these design restrictions, so the design of described rail is altogether to have the common rail of enough volumes so that rail is enough solid and provide and have the common rail of enough little volume so that high pressure fuel pump can enough change fuel pressure in common rail rapidly to maintain best combustion altogether under unexpected pressure changes in the result of compromising between following option-provide.
An object of the present invention is to provide a kind of improved rail altogether, described rail is altogether avoided or is at least alleviated at least some problem in the foregoing problems associated with existing high-pressure common rail device.
Summary of the invention
According to a first aspect of the invention, a kind of fluid accumulator arrangement that is suitable for using together with compression-ignition, internal combustion engine is provided, described fluid accumulator arrangement comprises the first storage volume, the second storage volume and fluid connect the control valve unit of described the first storage volume and described the second storage volume, wherein control valve unit is three-way control valve, and be wherein communicated with described the second storage volume at the first storage volume described in primary importance, in the first storage volume described in the second place and described the second storage volume isolation, and one in the first or second storage volume described in the 3rd position is communicated with low pressure emptier.
The present invention has concrete effectiveness in the background of diesel engine, accumulator volume in the background of diesel engine (hereinafter referred to " rail altogether ") is fluidly connected to multiple fuel injectors, and described multiple fuel injectors are arranged to the respective cylinder of conveying high-pressure fuel to motor.Therefore, the present invention described below extends to fuel injection system, described fuel injection system comprises described rail altogether, is arranged to the petrolift of supplied with pressurized fuel to described rail altogether and multiple spargers, and described multiple spargers are arranged to by the described supply of rail altogether fuel.
Advantage of the present invention is that common rail is divided into two separable storage volumes, and the valve that described two volumes are operated by electricity connects, and its effect is to provide the common rail of variable volume.Therefore, can maximize by connecting the first and second storage volumes for the total measurement (volume) of the common rail of storing pressurized fuel, thereby guarantee that hydrodynamic pressure in described rail altogether is not subject to the impact of fuel injection event relatively.Alternatively, can isolate described the first and second storage volumes so that the fuel pressure being total in rail can increase rapidly in response to the change of engine loading or reduce, and the change of described engine loading needs the variation of fuel rail pressure.
Another advantage of the present invention be in the case of do not affect the pressure of described the first storage in volume the pressurized fuel in the second storage volume can pressure release to low pressure, this situation to some burning demand be expect and/or can reduce system stress.
In the further mode of execution of the present invention, other one or more storage volumes can be provided, by corresponding control valve unit, described other one or more storage volumes are connected to described the first storage volume.This mode of execution provides following advantage: can change in a stepwise manner the total measurement (volume) of accumulator equipment to obtain larger volume control.
In an embodiment of the invention, the first storage volume is main volume, and in this connection, it is provided with to the each connection in the multiple spargers in fuel injection system and is provided with the connection to high pressure fuel pump.
In addition, the first storage volume also can be provided with pressure-sensing device, and described pressure-sensing device is preferably arranged on the form of the intrusion pressure transducer in described the first storage volume.Because described pressure-sensing device is arranged in the first storage volume, in the time of described the first storage volume and the second storage volume isolation, this pressure transducer fuel pressure that only sensing first is stored in volume, and in the time described the first storage volume being connected with described the second storage volume with control valve unit, the fuel pressure in the first and second storage volumes of this pressure sensor senses combination.Alternatively or in addition, the second volume also can be provided with suitable pressure transducer.
In second aspect, a kind of fluid accumulator arrangement that is suitable for using together with compression-ignition, internal combustion engine is provided, described fluid accumulator arrangement comprises the first storage volume, the second storage volume and fluid connect the control valve unit of described the first storage volume and described the second storage volume, wherein said control valve unit can operate between first and second position, thereby in primary importance, described the first storage volume is communicated with described the second storage volume, and in the second place, described the first storage volume and described the second storage volume isolation, described fluid accumulator arrangement also comprises other one or more storage volumes, wherein each storage volume be provided with in other one or more control valve units corresponding one described other one or more storage volumes are connected to described the first storage volume.
Preferred and/or the optional attribute that it should be pointed out that a first aspect of the present invention about this point can combine with a second aspect of the present invention as required, and vice versa.
In order to store the fluid stream between volume and the second storage volume by control electronics control first, control valve unit can be electric actuation valve.In the form of simplifying most at it, control valve unit can be Twoway valves, and wherein, in primary importance, the first storage volume is communicated with the second storage volume, and in the second place, being communicated with between the first storage volume and the second storage volume is prevented from.
From another aspect, a kind of fluid accumulator arrangement for fuel injection system is provided, described accumulator equipment comprises that the first storage volume, the second storage volume are connected control valve unit and the control gear of described the first storage volume and described the second storage volume with fluid, described control gear be configured to receive the stability of indicating engine operation condition signal and can be in response to described signal control valve device.
In order to make pressure in the first and second storage volumes not be subject to substantially the impact of the operation of relevant sparger, preferably, for example, indicate in the situation of metastable engine operation condition at signal (the fuel pressure demand in the first main volume), control gear operating valve device is so that described the first storage volume is communicated with described the second storage volume.
Alternatively or in addition, in the situation of the relatively unsettled engine operation condition of signal designation, control valve device operating valve device so as the first storage volume isolate with the second storage volume.Therefore, thus can improve for the pumping system of supplied with pressurized fuel to the first storage volume the pressure of fuel that is included in described the first storage volume and catch up with needed fuel pressure.Valuably, this makes to can be used in this system compared with the pump of low capacity.
Should be understood that, although imagination fuel pressure desired signal is by the stability being suitable for for representing engine operation condition, other parameters also can be suitable for the stability for representing engine operation condition: for example indicate the numerical value of the error between required fuel pressure and actual fuel pressure, the variance ratio of throttle position.
In one embodiment, control valve device is configured to receive the signal of instruction engine start event, and control valve device operating valve device is so that the first storage volume and the second storage volume isolation in this case.Due to above reason, comparable the first and second storage volumes of fuel pressure in the first storage volume improve while connection more quickly, and this is favourable during engine start.
In a further aspect, a kind of fluid accumulator arrangement is provided, this fluid accumulator arrangement comprises that the first storage volume, the second storage volume, fluid connect the control valve unit of described the first storage volume and described the second storage volume and be configured to receive the control gear of the signal of instruction engine start event, and in the situation of engine start event, control gear can I) determine the first force value that the hydrodynamic pressure in volume is stored in instruction first; II) determine and indicate the second second force value of storing the hydrodynamic pressure in volume; III) calculate instruction the first storage volume and the second the 3rd force value of storing the hydrodynamic pressure in the combined volume of volume; IV) more described the 3rd force value and predetermined threshold; And V) if described the 3rd force value is equal to or greater than described predetermined threshold substantially, operates described control valve unit and connect described the first storage volume and described the second storage volume with fluid.
For the suitable motor associated with accumulator equipment can be started as far as possible rapidly after key switches on power, aforesaid predetermined threshold can represent the minimum fluid pressure needing in the first required storage volume of the combustion incident in ato unit.
Further, control gear can be configured to receive the signal of engine stop event, and as response, control valve unit was configured to before engine start event subsequently the first storage volume and the second storage volume isolation.
Possible pressure when advocating peace auxiliary volume combination described in making can maximize, control gear can be configured to the operation period of relational engine operating valve device to optimize the pressure in the second storage volume.
Suitably, this can relate to control gear, described control gear is configured to monitor the fuel pressure in described the first storage volume and the second storage volume while being isolated from each other when the first storage volume and the second storage volume, and is configured in situation that pressure in the first storage volume exceedes the pressure in the second storage volume in predetermined time period will described first to store volume and is connected to described second and stores volume.
Should be understood that the preferred and/or optional attribute combination with one another as required of various aspects of the present invention mentioned above.
Brief description of the drawings
Fig. 1 has been done to quote, Fig. 1 is the rough schematic view of known diesel engine system.In order to understand better the present invention, now will be only by example and describe the present invention with reference to the accompanying drawings, in the accompanying drawings:
Fig. 2 is the schematic diagram of the common rail equipment of the first mode of execution of the present invention;
Fig. 3 is applicable to the flow chart that is total to the control strategy of rail equipment shown in Fig. 2;
Fig. 4 is the flow chart of alternative control strategy;
Fig. 5 is the flow chart of another alternative control strategy;
Fig. 6 is the alternative schematic diagram of rail equipment altogether that is total to rail equipment shown in Fig. 2; And
Fig. 7 is another alternative schematic diagram of rail equipment altogether.
Embodiment
Consult Fig. 2, in figure, schematically show fuel injection system 20, and this fuel injection system 20 comprises accumulator or " rail altogether " equipment 22 (illustrating as border taking dotted line), and described equipment 22 is connected to high pressure fuel pump 24 and multiple fuel injector 26.Although do not have shown in Figure 2, in use, described fuel injector 26 be arranged in the cluster engine of explosive motor in case transfer the fuel to the respective cylinder of motor.
Rail equipment 22 comprises three critical pieces altogether: the control valve unit of the first storage volume 27, the second storage volume 28 and electric actuation Twoway valves 30 forms, described control valve unit fluidly connects described the first storage volume 27 to described the second storage volume 28.After this, described the first storage volume 27 will be called as " main volume " and described the second storage volume 28 will be called as " auxiliary volume ", and described main volume 27 is depicted as to be had than the larger capacity of described auxiliary volume 28.
Main volume 27 and auxiliary volume 28 are the relatively thick metallic walls pipes that are configured to comprise and bear the high-pressure liquid of diesel fuel form.For object of the present invention, the exact configuration of the auxiliary volume of advocating peace 27,28 is not conclusive and it will be appreciated by those skilled in the art that described volume can adopt other forms-for example can store pressure from about 150 bar until pressure is the spherical or part globular pressure-container of the fluid the region of 2000 to 3000 bar.
Each inner end in main volume 27 and auxiliary volume 28 is connected to Twoway valves 30, thereby fluidly connects a volume to another volume.Twoway valves 30 can operate between first and second position.In primary importance, as shown in Figure 2, main volume 27 is communicated with to be provided for single, the relatively large volume of fuel under high pressure with auxiliary volume 28 fluids.But in the second place, Twoway valves 30 cuts off being communicated with between main volume 27 and auxiliary volume 28.Thus, Twoway valves 30 provides a kind of device, and it is stored and be communicated with to change total accumulator volume between volume 28 by optionally opening and closing described the first storage volume 27 and described second.
The pressure-sensing device of intrusive mood pressure transducer 32 forms is installed on the outer end contrary with Twoway valves 30 of main volume 27.Although pressure transducer 32 is not to be arranged on that on main volume 27, (pressure-sensing device can be arranged on other positions in described system; For example, in the ingress of sparger), but pressure transducer 32 provides reliably a kind of and measures cheaply the device of the fuel pressure in main volume 27.The outer end of auxiliary volume 28 is sealed by sealing component 34, although should be understood that, sealing component needs not to be independently and closed end can be the integrated part of auxiliary volume 28.Alternatively, thus the outer end of described auxiliary volume 28 also can be provided with pressure transducer provides on-line equipment to estimate the fuel pressure in described auxiliary volume 28.
High-pressure service pump 24 sucks low-pressure fuel and connects 40 supply fuel under high pressure to main volume 27 by the first high pressure from fuel container 35.Each in four fuel injectors 26 also connects 42 by extra corresponding high pressure and is connected to main volume 27.Although it should be pointed out that and be not shown on this so that understand, fuel injection system also can comprise one or more fuel filters, elevator pump and/or fuel cooler/heater.
Fuel injection system 20 also comprises injection control module or " unit " 50, pump control module or " unit " 52 and valve control module or " unit " 54, described injection control module or " unit " 50 are electrically connected to fuel injector 26 so that the fuel of controlling on it sprays, described pump control module or " unit " 52 are electrically connected to petrolift 24 to control the fluid output ratio of described petrolift 24 to main volume 27, and valve control module or " unit " 54 according to by subsequently in greater detail suitably control strategy control the operation of Twoway valves 30.
Should be understood that, although valve control module 54, pump control module 52 and sparger control module 50 are described as separate unit, but in practice, thereby the function of these unit can combine the management that is subject to engine management system (not shown), described engine management system is coordinated the function of described unit and other vehicle subsystems to the expectation operation of fuel injection system 20 is provided.
Fig. 3 illustrates the example of a control strategy that valve control module is implemented as shown in Figure 2, and described control strategy is particularly useful for optimizing the transient response of the variation of fuel pressure to required common rail pressure in common rail equipment 22.
Suppose, for example, road vehicle travels at a slow speed along motorway, and described road vehicle has motor, and fuel injection system 20 of the present invention has been installed in described motor.In this stable engine operation condition, the fuel transfer rate that motor needs and therefore required fuel pressure are relatively constant and stable substantially.In such circumstances, the total measurement (volume) of more expecting described rail equipment is not altogether greatly so that described pressure is subject to the impact of the intermittent running of pumping pulse and fuel injector comparatively speaking.Therefore, valve control module 54 is set to primary importance by Twoway valves 30 to connect the auxiliary volume 27,28 of advocating peace.In Fig. 5, represented this original state of suitable control strategy by step 100.In other words the fuel pressure, being total in rail can be born injection events and be filled in the little disturbance that pulse causes.
Control strategy shown in Fig. 3 is implemented continuing to monitor of fuel rail pressure desired signal, and pump control module 52 uses described signal need to be supplied to common rail to meet the volume of fuel of required fuel rail pressure to determine.Can see this point at inspection step 102 place, check stability parameter at step 102 place control strategy, be fuel rail pressure desired signal for stability parameter described in current object.
At steps in decision-making 104 places, control strategy determines whether that the variance ratio of fuel rail pressure desired signal is stable; That is to say, whether in predetermined acceptable level.If fuel rail pressure desired signal is defined as stablizing, valve control module 54 makes Twoway valves 30 remain on primary importance so that the volume of main volume and auxiliary volume is combined so.These situations can be, engine operation condition only changes relatively lentamente-and for example, in the medium accelerating period or in the time that road vehicle upwards travels on medium inclined-plane, thus cause fuel rail pressure desired signal to only have medium unstability.This process circulates subsequently and returns to step 102 and continuation is monitored by this way until stability parameter becomes unstable.
As by step 106 representative, during engine operation condition changes relatively rapidly-for example, in severe acceleration situation or in unstable acceleration situation, this period fuel rail pressure desired signal will be than changing more quickly, thereby steps in decision-making 104 returns to that negative value and valve control module 54 operate Twoway valves 30, this Twoway valves takies its second place isolates auxiliary volume 28 and main volume 27.In this case, because petrolift 24 is only supplied fuel to main volume 27, so change rapidly thereby pump control module 52 can be controlled petrolift 24 better the variation that the fuel pressure in main volume 27 is caught up with sparger control module 50 needed fuel pressures.
After step 106, strategy circulation is returned to step 102 and is continued monitoring fuel rail pressure desired signal thus so that the auxiliary volume 27,28 of advocating peace will keep isolation until fuel rail pressure desired signal returns to steady state by valve 30.
In above-described operation strategy, valve control module 54 can make the transient response performance optimization of common rail equipment 22, guarantees that pressure in common rail equipment is stable in the time facing relatively the changing slowly of input and output simultaneously.Although it should be pointed out that about this point the decision-making of state that this control strategy makes valve 30 stability based on fuel rail pressure desired signal carries out, can use equally other signals.As non-limiting example, two these type of parameters that can derive the measured value of engine stabilization are to represent the unmatched error signal between required common rail pressure and actual common rail pressure and show the delivery requirements signal from the required fuel delivery of sparger.
Another kind of situation is during engine start event especially during the time period after engine start, now may need fuel rail pressure to be increased to rapidly relatively high level, therefore Twoway valves 59 is maintained the second place by valve control module 54.As further discussed in detail below, during engine start event, be favourable by auxiliary volume 27,28 isolation of advocating peace, thereby realize with the time reducing the fuel pressure of expecting because pump control system 52 can make petrolift 24 turn round compared with being only equipped with the fuel injection system of the common rail equipment of single volume.Thus, Fig. 4 illustrates another control strategy, and this control strategy can be implemented to improve by valve control module 54 priming speed of motor.
At step 200 place, normal working of engine and valve control module 54 are according to predetermined valve control strategy-for example, above with reference to described in Fig. 3 or alternatively referring below to the valve 30 that operates common rail equipment 22 described in Fig. 5.Now, valve control strategy in wait state and monitoring by the engine halt signal receiving from engine management system.
At step 202 place, valve control module 54 receives engine halt signal, and as response, thereby guarantee that valve 30 activated so that main volume 27 is isolated pressurized fuel is trapped in auxiliary volume 28 with auxiliary volume 28.Now, valve control strategy enters another wait state and monitors the engine start signal receiving from engine management system.It should be pointed out that after engine halt signal, thereby the pressure in main volume 27 is reduced the stress in described system by being reduced to substantially external pressure.
In the time receiving engine start signal, at step 204 place, thereby starting a process, valve control strategy to be identified for the most suitable action of valve 30, minimized the starting time of motor.As the action of first in this process, at step 204 place, valve control strategy is attached to the pressure transducer (not shown in Fig. 2) of auxiliary volume 28 and estimates the fuel pressure being contained in described auxiliary volume 28 by reading.Alternatively, should be understood that, just before main volume and auxiliary volume are isolated-instead of in the time that main volume equates with the pressure in auxiliary volume, can represent that by obtaining from storage the numerical value of the pressure main volume determines the pressure in auxiliary volume.
At step 206 place, to carry out and calculate to determine fuel pressure, this fuel pressure is the pressure causing when main volume 27 is connected with auxiliary volume 28 by the proper operation of valve 30.
At step 208 place, the numerical value (hereinafter referred to as ' combined volume pressure ') of the calculating in step 206 and the predetermined value comparison that represents minimum fuel pressure, described minimum fuel pressure be make motor can start-to carry out burning for cylinder at motor necessary, it is below being called as ' minimum starting pressure '.
If step 208 determines that combined volume pressure is equal to or greater than minimum starting pressure, strategy proceeds to step 210 so, is communicated with the auxiliary volume 27,28 of advocating peace at described step 210 place valve control module operating valve 30.After this action, make common rail reach minimum starting pressure because do not need fuel to transport, so high-pressure service pump 24 is configured to minimum delivery speed transfer the fuel to being total to rail equipment 22 by pump control module 52.
Finally, at step 212 place, motor is started again and described process proceeds to step 214, to alternative control strategy so that normal working of engine, and down proceed to subsequently step 200 to wait for the appearance next time of engine halt signal at step 214 place current valve control strategy transfer control.Now, for example, can order valve 30 be isolated to improve as far as possible rapidly the pressure in main volume by main volume and auxiliary volume.
Get back to steps in decision-making 208, if determine that described combined volume pressure is less than minimum and resets pressure, process moves to step 218 so, in step 218, valve 30 remains on correct position with auxiliary volume 27,28 isolation of advocating peace, and move to subsequently step 220, in step 220, pump control module 52 is configured to provide maximum fuel transfer rate to main volume 27 by petrolift 24 and resets pressure until reach minimum.After this situation, process down proceeds to step 212, reset and proceeded to subsequently step 214 at step 212 place motor, to alternative control strategy so that normal working of engine, and proceed to step 200 to wait for the appearance next time of engine halt signal at step 214 place current valve control strategy transfer control.
The advantage of the mode of execution of described control strategy is to be enough if combined volume pressure is calculated, only by operating valve 30 so that the pressure that allows storage pressure in auxiliary volume 28 to make to advocate peace in the combined volume of auxiliary volume 27,28 raises, just almost the instantaneous minimum that reaches motor is reset pressure.
For make above with reference to Fig. 4 describe control strategy more complete, expectation be (although dispensable), in the time receiving engine halt signal at step 202 place by valve control module 54, the pressure in auxiliary volume 28 is more high better.Therefore, the alternative control strategy of control strategy of describing with reference to Fig. 4 can be implemented by valve control module 54, simultaneously running engine with guarantee auxiliary volume in suitable pressure to prepare engine stop event subsequently.
Consult Fig. 5, alternative valve control strategy starts at step 300 place, and at step 300 place motor, runs steadily and described valve 30 are in its second place substantially, and at described second place place, main volume 27 is isolated with auxiliary volume 28.
At step 302 place, described process enters the monitoring stage, the pressure in the main volume 27 of described monitoring phase measuring and auxiliary volume 28, and two numerical value compare at steps in decision-making 304 places subsequently.If determine that the pressure in main-fuel rail volume is less than the pressure in auxiliary fuel rail volume, step 302 and repeated execution of steps 302 are returned in so described process circulation.
But, if determine that the pressure in main volume 27 is greater than the pressure in auxiliary volume 28, so described process moves to step 306, thereby in predetermined time period, main volume 27 is connected to auxiliary volume 28 at step 306 place valve control module 54 operating valves 30, described predetermined time period is enough to allow two pressure in volume to equate.
At step 308 place, valve control module 54 again operating valve 30, so that described valve 30 returns to its primary importance, to main volume 27 is isolated with auxiliary volume 28, thereby is held back the maximized fuel pressure in described auxiliary volume 28.Described process is returned to step 302 subsequently, then continues the monitoring stage.Valuably, this mode of execution guarantees that auxiliary volume 28 always remains on the highest as far as possible pressure, described situation is particularly useful for the control strategy of the engine start event of describing above with reference to Fig. 4, and the pressure that described control strategy has improved the Assisted Combinatorial volume of advocating peace will meet or exceed the possibility of minimum starting pressure.
Should be understood that, in this embodiment, because the auxiliary volume of advocating peace described in during normal working of engine situation is isolated from each other generally, so more expect that described main volume 27 is greater than described auxiliary storage volume 28 significantly.
Described alternative control strategy above, the constructive alternative of common rail equipment 22 has been shown in Fig. 6, in Fig. 6, like is indicated by reference character identical in Fig. 2.Common rail equipment 22 shown in Fig. 6 is identical with the common rail equipment shown in Fig. 2 substantially, so only describe the difference between them at this.In addition, it should be pointed out that Fig. 3,4 and 5 control strategy can be applicable to the common rail equipment of Fig. 6.
In Fig. 6, altogether rail equipment 22 comprises three-way valve 59 that can electric power operation.Described three-way valve 59 can operate by the Twoway valves 30 in the mode of execution shown in the first and second positions and Fig. 2 in the same manner, and described three-way valve 59 can also be in the 3rd position operation, in the 3rd position, main volume 27 is isolated with auxiliary volume 28 and described auxiliary volume 28 for example, is communicated with the fuel container 35 of low pressure emptier-vehicle.Valuably, therefore, in the case of not affecting the pressure of fuel in main volume, pressurized fuel in auxiliary volume can be discharged, this under some engine combustion demand, be expect and/or can minimizing system in stress.
In the extra or alternative variant of above-mentioned mode of execution, three-way valve 59 also can be configured to can be operated to a certain position so that main volume 27 is connected to low pressure emptier 35.
Should be understood that, in the case of not departing from the general plotting of the present invention of claims restriction, can make various modification to above-mentioned mode of execution.For example, although described main volume described above is greater than described auxiliary volume, situation also nonessentially so but considers according to the design of the application that uses this system, and the large I of described auxiliary volume equals or is even greater than main volume.In addition, should be understood that, the exact configuration of the fuel injection system shown in Fig. 2 and 6 is only exemplary, is not intended to limit the present invention.For example, although pump is shown as directly from container pump fuel to being total to rail equipment, but described fuel injection system may also can comprise even fuel cooler or fuel heater of fuel filter in practice, although the design of the present invention that these devices limit claims not necessarily.In addition,, although described only single auxiliary volume above with reference to Fig. 2 and 6, now description is provided to the further mode of execution of volume control more.
Fig. 7 shows a kind of fuel injection system, and described fuel injection system comprises with simplified schematic form and illustrating so that the common rail equipment of understanding.The same with 6 mode of execution as Fig. 2, a kind of main fuel volume 60 provided herein, described main fuel volume 60 receives from the pressurized fuel of high pressure fuel pump 62 and extremely multiple fuel injectors 64 of supplied with pressurized fuel.But, in this embodiment, except be connected to the auxiliary volume 66 of described main volume 60 by valve 68, also provide the third and fourth volume 70,72, each in described the third and fourth volume 70,72 is also connected to described main volume 62 by corresponding valve 74,76.By the suitable electronic control of the operation to valve 68,74,76, the total measurement (volume) of this accumulator equipment is variable in larger control degree, thereby further advantage can be provided aspect combustion efficiency.Certainly, each in valve 68,74 and 76 can be two-way or three-way valve as required.
Claims (5)
1. a fluid accumulator arrangement that is suitable for using together with compression-ignition, internal combustion engine, described fluid accumulator arrangement comprises that the first storage volume (27), the second storage volume (28), fluid connect control valve unit (30,59) and the control gear (54) of described the first storage volume (27) and described the second storage volume (28), described control gear (54) is configured to receive the signal of instruction engine start event, control gear described in the situation of this engine start event (54) can:
I) determine and indicate the first first force value of storing the hydrodynamic pressure in volume;
II) determine and indicate the second second force value of storing the hydrodynamic pressure in volume;
III) calculate instruction the first storage volume and the second the 3rd force value of storing the hydrodynamic pressure in the combined volume of volume;
IV) described the 3rd force value and predetermined threshold are compared;
V) if described the 3rd force value is equal to or greater than described predetermined threshold, operates described control valve unit and connect described the first storage volume and described the second storage volume with fluid,
Wherein, when control gear receives engine halt signal, the second storage volume and the first storage volume isolation and pressurized fuel are trapped in the second storage volume.
2. fluid accumulator arrangement as claimed in claim 1, wherein said predetermined threshold instruction starts the minimum fluid pressure needing in the first required storage volume of combustion incident in correlation engine.
3. fluid accumulator arrangement as claimed in claim 1 or 2, wherein said control gear is configured to receive the signal of engine stop event, and as response, described control valve unit was configured to before engine start event subsequently described the first storage volume and described the second storage volume isolation.
4. fluid accumulator arrangement as claimed in claim 1 or 2, wherein said control gear is configured at control valve unit described in the running manipulate of correlation engine to optimize the pressure in the second storage volume.
5. fluid accumulator arrangement as claimed in claim 4, wherein said control gear is configured to monitor the fuel pressure in the first storage volume and the second storage volume while being isolated from each other when the first storage volume and the second storage volume, and is configured in situation that pressure in the first storage volume exceedes the pressure in the second storage volume in predetermined time period will described first to store volume and is connected to described second and stores volume.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP20080167243 EP2180174B1 (en) | 2008-10-22 | 2008-10-22 | A fluid accumulator arrangement for an internal combustion engine |
| EP08167243.8 | 2008-10-22 | ||
| PCT/EP2009/063809 WO2010046398A1 (en) | 2008-10-22 | 2009-10-21 | A fluid accumulator arrangement for an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102265024A CN102265024A (en) | 2011-11-30 |
| CN102265024B true CN102265024B (en) | 2014-07-23 |
Family
ID=40445552
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200980151973.2A Active CN102265024B (en) | 2008-10-22 | 2009-10-21 | A fluid accumulator arrangement for an internal combustion engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US8607764B2 (en) |
| EP (2) | EP2180174B1 (en) |
| JP (1) | JP5345692B2 (en) |
| CN (1) | CN102265024B (en) |
| AT (1) | ATE542997T1 (en) |
| WO (1) | WO2010046398A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9316187B2 (en) | 2011-01-18 | 2016-04-19 | Carter Fuel Systems, Llc | Diesel fuel system with advanced priming |
| EP2677157A1 (en) * | 2012-06-21 | 2013-12-25 | Robert Bosch Gmbh | Variable volume common rail |
| GB2508834B (en) * | 2012-12-12 | 2019-12-04 | Ford Global Tech Llc | controlling a fuel supply system of an engine of a motor vehicle during shutdown and start-up |
| GB201316439D0 (en) * | 2013-09-16 | 2013-10-30 | Delphi Tech Holding Sarl | Hybrid fuel injection equipment |
| US20190368449A1 (en) * | 2018-06-01 | 2019-12-05 | GM Global Technology Operations LLC | Returnless fuel system with accumulator |
| CH718806A1 (en) * | 2021-07-12 | 2023-01-13 | Liebherr Machines Bulle Sa | Fuel injection device for an internal combustion engine, in particular for a hydrogen internal combustion engine. |
| CN114673601B (en) * | 2022-03-18 | 2023-03-28 | 东风商用车有限公司 | Rapid pressure building method, device and equipment for starting diesel engine and readable storage medium |
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2008
- 2008-10-22 EP EP20080167243 patent/EP2180174B1/en active Active
- 2008-10-22 AT AT08167243T patent/ATE542997T1/en active
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2009
- 2009-10-21 CN CN200980151973.2A patent/CN102265024B/en active Active
- 2009-10-21 US US13/124,190 patent/US8607764B2/en active Active
- 2009-10-21 JP JP2011532622A patent/JP5345692B2/en active Active
- 2009-10-21 EP EP20090744662 patent/EP2350449B1/en active Active
- 2009-10-21 WO PCT/EP2009/063809 patent/WO2010046398A1/en active Application Filing
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| US6405710B1 (en) * | 2000-04-28 | 2002-06-18 | Ford Global Technologies, Inc. | Internal combustion engine high pressure fuel injection system with selectable fuel rail volume |
| EP1378659A2 (en) * | 2002-07-01 | 2004-01-07 | Mitsubishi Heavy Industries, Ltd. | Fuel injector and diesel engine comprising the same |
| DE102005053470A1 (en) * | 2004-11-29 | 2006-06-01 | Renault S.A.S. | Common rail for use in fuel supply system, has closing unit shifted to connect one of chamber to other chamber if fuel pressure inside latter chamber is larger than threshold value of fuel pressure |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2350449B1 (en) | 2014-03-05 |
| US8607764B2 (en) | 2013-12-17 |
| JP2012506510A (en) | 2012-03-15 |
| EP2350449A1 (en) | 2011-08-03 |
| WO2010046398A1 (en) | 2010-04-29 |
| US20110209779A1 (en) | 2011-09-01 |
| CN102265024A (en) | 2011-11-30 |
| JP5345692B2 (en) | 2013-11-20 |
| EP2180174B1 (en) | 2012-01-25 |
| ATE542997T1 (en) | 2012-02-15 |
| EP2180174A1 (en) | 2010-04-28 |
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